thompson



SepLZS, 1928. Re. 17,090

. E. A. THOMPSON AUTOIA'I'IC GEAR smr'rlm IECHANISI onsmnma GEARTRANSIISSIONS Original Filed larch 9. 1918 6 sheets-sheet 1 Sept. 251928. I v v Re. 17,090

- E. A. 'rHoMPsoN AUTOIATIC GEAR SHIPPING IECHANI SI FOR SLIDING GEARTRANSIISSIONS- Original Filed larch 9. 191B 6 Sheets-Sheet 2 sewn 8- R.17,090 Y E. A. THOMPSON AU'IOIATIC GEAR SHIFTING HBCHANISI FOR SLIDINGGEAR TRANSIISSIONS i inai Filed larch 9. 191a S Sheets-ShWt '3 Y Sgpt.25, 1928'.

' R; 17,090" E. A. THOMPSON I AUTOMATIC GEAR SHIFTING IECHANISII FOR 5.

LIDI NG GEAR TRANSIJSSIONS 6 Sheets-Sheet 4 Original Filed March 9.191.8

Se t 25, 1928. 7 Re. 17,090

E. .A. THOMPSON v I AUTOMATIC GEAR SHIFT ING MECHANISM FOR SLIDINGGEARTRANSIIISSIDNS 6 Shets-Sheet 5 Original Filed larch 9. 1918 twanSept. 25,1928, I Re. 17,090

E. A. THOMPSON v R TRANSIPSSIQQS Au'ron'rrc GEAR SHIFTING uzcmmsu FORsmmue GEA ori inal Filed larch 9. '1918 6 sheets-shat 6 v Um!!! 02 mmReissued Sept. 25, 1928.

. UNITED STA TES EARL A. THOMPSON, OF PORTLAND, OREGON.

AUTONZAFEIC GEAR-SHIFTING I IEC HANISM' FOR SLIDING-GEAR TRANSMISSIONS.

Original No. 1,435,430, dated Iovember 14, 1922, Serial No. 221,412,filed March 9, 1918. Application for. reissue iiled January 3, 1924,Serial at. 684,174.

My invention relates to automatic gearshifting means, and has among itssalientobjects to provide in combination with transmission gears adaptedto be moved into and out of mesh with-each other while they are turning,means for synchronizin the pitch line velocity of said gears, Where hyto make itpossible to easily move them into mesh with each other withoutgear clash; to provide in combinationtherewith a synchronizing mechanismadapted to be operated by the movement of the vehicle on which it ismounted; to provide in a mechanism ofthe character referred to a gearselecting mech anism for determining at will which of the transmissiongears are to be moved into mesh with eachother and on which thesynchronizing mechanism is to operate before they are so moved; toprovide in a. mechanism of the character referred to a controllin memberwith connections for operating said mech- 'anisms' in proper sequencequickly and with ease.

' My invention as I have worked it out and actually constructed itcomprises, in combination with the usual clutch and transmissionmechanisms of a motor car, a. selector mechanism anda synchronizingmechanism. The selector mechanism has an indicating and operating memberadapted to-- indicate the different speed connections possible, and whenmoved for this purpose, it also sets other mechanisms for moving thetransmission gears, and the mechanisms for operating the synchronl'zer.The synchronizing mechanism 1s arranged to be drlven by the move imentof the vehicle on which it is mounted,

and to impart to certain ofthe transmission gears a pitch line. velocitysubstantially the same as the pitch line velocity of anothertransmission gear which is being driven by the movement of the vehicleand with which it is to be put into mesh, thus making it posother whiletheyare turnin without gear clash. because'their speeds 'avefirst beencoordinated. g i

i I haveconnected the gear moving mechanism and the mechanism forcontrolling the mechanism with the clutch operating mem r, wherebythesimple movement of the clutch pedal, for example, not only disengagesthe clutch, but also disenga-ges the transmission gears which are inmesh with each other, causes the synchronizing mechanism to operate toco-ordinate the speeds of the gears previously selected to be put intomesh with each other, and also sets for action means for moving theselected gears into mesh with each other as the clutch pedal returns andthe clutch again engages. The gear selecting mechanism can be set at anytime independentlyof anything and Without interfering with the drivingconnections already operating; In other words, it is only necessary,-atany time before a change of gears may be necessa to move the smallselector member to the esired trans; mission 'connectionlow,intermediate, or highand when ready for the change, no matter at whatspeed you are traveling, to push in the clutch pedal and let it returnand the entire change or shifting of the ears is accomplished. There isa suflicient apse of time between the shifting of the gears into neutralby the forward movement of the pedal and the movement of the gears intomesh by the return movement of the pedal to allow for the propersynchronization ofthe gears to prevent any clash at the time that thegears are being meshed. Hand-operated transmission levers are done awaywit-h and the matter of shifting gears is made absolutely automatic bysimplydepressihg the clutch pedal and allowing it to'return.

In order to more fully explain my invention, I have shown on theaccompanying sheets of drawings, for purposes of illustration, onepractical embodiment thereof, which I will now describe.

Figure 1 is a top plan view of one embodiment of my invention.

4 Figures 2 and 3 are enlarged views of details. v

Figure 4 is a side elevation of my invention with parts broken away andparts in t 1 section. sible to move these gears into mesh with eachFigure 5 is a plan view of alselector element. a a

,Figure 6 is an enlargedview of a detail. Figure 7 is a side elevationof the main casing, with the upper part thereof cut away to show mysynchronizing mechanism.

Figure 8 is a vertical sectional view through the casing, on line 88Fig. 9, showing the usual. transmission gears in neutral positions.

Figure 9 is a rear elevation of the casing I the clutch gear 4 fordirect drive, and 6 a.

with a part in section taken on line 99 of Fig. 1.

Figure 10 is a vertical sectional view taken on line 1010 of Fig. 1.

Figure 10 and Figure 10" are enlarged views of details.

Figure 11 is a sectional view taken on line 11-11 of Fig. 10. Figure 12is a side elevationof my synchronizing mechanism, partially in section.

Figure 13 is' an end elevation, from the left-hand end of Fig: 12.

Figure 14 is a sectional view taken on line 14,14 of Fig. 12.

Figure 15 is a partial section view through 'the synchronizing mechanismshown in Fig. 12,'showing an end elevation of one of the holding drumsand its braking mechanism, and

Figure 16 is a top plan view of the holding drums and their brakingmechanisms.

Referring in detail to the drawings, my invention comprises a casing forthe clutch and transmission mechanism which is very similar to that incommon use, with certain extensions formed therein to receive theadditional mechanisms constituting ,my invention. 'In' the drawings, 1designates the clutch casing, and 2 the transmission housing. Referringto Fig. 8, 3 designates the usual clutch drivingshaft, 4 the clutchgear, 5 an internal gear adapted to be moved over gear for intermediatedrive. Gears 5 and 6 constitute a single element slidably mounted on asquare shaft 7, adapted to be locked to the clutch shaft 3, and to turntherewith,

when the internal gear isshifted over clutch gear 4. vSecured to thegear 6, is a' shifting collar 8, by means of which said.

gears 5 and 6 are moved in opposite directions. Also slidably mounted onthe square shaft 7, is a gear 9, having a shifting collar 10. Alsomounted in said transmission casing is a counter shaft 11, provided witha ar 11' secured thereto, and constantly in I mesh with the clutch gear4.- Also mounted on said counter shaft 11, are three transmission gears12, 13 and 14. designates the I usual idler gear for reversing thedrive. As

this mechanism is well known, its operation need not be furtherdescribed.

Referring now to Fig. 4, the usual clutch lever 16, is mounted on theusual shaft 17, in the casing 2, for operating the clutch through theconnecting elements 18, 19 and 20. The clutch lever 16, is secured tothe end of the sleeve 21 mounted on said shaft 17 as clearly shown inFigs. 10 and 11. Said sleeve 21,

at its inner end, is cut away for one-half of its circumference, asindicated at 21. Also mounted on the shaft 17, at the inner. end of saidsleeve 21, is an arm 22, provided with a sleeve 23, also cut away tooverlap the projecting end 21 of the sleeve 21, as shown in jectings'leeve portion 21', thereof, engages the projecting portion of thesleeve 23, in a such a Way as to move the arm 22. The function of thisarm 22, will be referred to more fully further on in this descri tion.

Referring further to Fig. 4, have mounted on the steering post 24, underthe steering Wheel 25, an operating member or lever 26, mounted on theupper end of an operating rod 27, extendingthrough a. tubular casing28'. Said operating ,member or lever 26, is associated with a quadrant29, secured to the steering post 24, as at 30. Said quadrant is providedwith five indicating positions, or as many as may be required, therebeing shown, Rreve1'se, L-low, Nneutral, I intermediate, and Hhigh. Theoperating member or lever 26, is shown at neutral position in Fig. 5.This simple mechanism is operated to determine which of the transmissionconnections (low, intermediate, high, or reverse) is to be made.

The lower end of the operating rod 27,-is bent at an angle, as at 27,,more clearly shown in Fig. 6, to the end of which angle is connected anoperating rod 31.

Referring now to Fig. 1, it will be'seen that the opposite end of saidrod-31, is connected to a bell crank 32, supported in a bracket 33,secured to the frame of the vehicle. The other arm 32 of the bell crank32, is adjust ably connected by means of a link 34, to a rack bar 35,adapted to be moved longitudinally different distancesby the movement ofthe selector lever 26. v

I will next describe the mechanism by means of whichthe transmissiongears to be moved intomesh with each other are selected. Referring toFigs. 1, 9 and 10, the rack bar 35, is. slidably mounted through theupper portion of an upper casing 36, mounted on top of the transmimioncasing 2, Fig. 1,.the cover of this'upper casing being removed. Slidablymounted through said upper casing 36, are two parallel shafts 37 and 38.Rotatably mounted on said -shafts 37 and 38, respectivel are two sleeves39 and 40, the right hand en of said sleeves, as shown in Fig. 1, beingprovided with longitudinally extending gear teeth, 39 and 40", adaptedto mesh with said rack bar 35, whereby said sleeves 39 and 40, arerotated as said rack bar. 35, is moved by the selector lever 26. Thesleeve 39, is provided with operating lugs, 39", 39 (see Fig. 10),differently positioned circumferentially of said sleeve, and adapted toact as moving elements for moving said sleeve 39,

and its shaft 37, longitudinally in opposite directions in a mannerhereinafter described.

- members 43 and 44, respectively, each com- The sleeve 40, is alsoprovided with similar lugs 40 and 40, for the same purpose. The shafts37 and 38, are operated in a manner, hereinafter described for thepurpose of shifting the selected transmission gears, and to this end,saidshafts are provided, respec-' tively, with shifter forks 41 and 42,the forks of which extenddownwardly for engaging respectively, with theshifting collars 8 and '10,-of gears 6 and 9, as seen in Fig. 8. The

shafts 37 and 38, are also provided with yoke prising a pair of collarsat the opposite ends I of its sleeve 39 or 40, as seen clearly in Figs.

1, 4 and 16, which collars are connected below the sleeve, 39 or 40, bymeans of connecting portions, 43' and 44". Theiconnecting portions arecut away'to form shoulders, as at 43, 43, and 44, 44, .Fig. 4 for apurposehereinafter described, The yoke members 43 and 44 are secured tothe shafts 37 and 38, so.

that when-said yokes are moved, thesleeves within the yokes, and. theshafts must move therewith;

Iwill' next describe the connections from the arm .22, which is operatedby the clutch lever 16, for moving the shafts 37 and 38, .together withthe shifter forks mounted thereou. Referring to Fig. 4, a verticaloperating shaft 45, is operatively connected at its lower end to the endof the arm 22, and passes on the under sides of the yoke members 43-through a bearing at 46, in the casing 36, and .through a bearing 47,in. a bracket 48, mounted in the casing 36. Pivotally connected to saidshaft45,.'as at 43, are two toggle arms 50, 50,the upper ends of whichare provided with cros's members 51, 51, adapted, to engage theshoulders 43, 43, and 44, 44*,

and 44,'for the purpose of movingvsaid yoke members, together with theshafts 37 and 38, to neutral positions when said arm 22,

and the operating shaft 45 are raised. Pivotally secured to'the upperend of the shaft 45, are two toggle arms 52,52, also provided in theirouter ends with cross bars 53, 53,

adapted to slide uponthe upper sides of the sleeves 39'aud 40, and toengage whichever lug on said sleeves 39 and 40 is turned uppermost by,the shifting rack 35, operated by the selector lever 26. i,

It .will, therefore, seen from the mechanism thus far described that theshifting of the selector lever 26, through the connec-.

tions hereinbeforedescribed, turns the sleeves 39 and 40, on the shafts37 and-38, so'as to lug on sleeves 39 bring uppermost the proper to beengaged by and 40, as the case may be,

. one or the other of the cross ,bars 52, 53; also,

' that when theclutch lever 16, isdepressed, its

,initial movement disconnects the clutch, C, while the continuedmovement thereof lifts the arm 22, the shaft 45, and raises the toggledownwardly depending finger 58,

arms 50, 50, on. the under side of the yokes I 43 and 44, so as to movesaid yokes to their neutral positions, which operate to move thev shafts37 and 38,in such a way as to disengage whichever of the transmissiongears may be 1n mesh with each other. Therefore, the simple depressionof the .clutch lever 16, also Operates to disengage'the transmissiongears, which were operating prior to the depression of the clutch lever.The clutch lever is returned, and the arm 22, depressed by means of aspring 54, around the shaft 45, and seated atits lower endupon a bearingplate 55, and at its upper end bearin against the under side of thecasing 36, as 0 early shown in Fig. 4. As the clutch lever 16, returnsand. said arm 22 moves, downwardly, 'togethei with the shaft 45, underthe tension of the spring 54, the upper toggle arms 52, 52, havingbeenraised so that one of the cross bars 53, 53, thereof, will be inposition to engage one of the lugs on one of the sleeves, 39 or 40,which has been turned uppermost by the operation of theselector lever26, and will 50, 50, bv means of coiled springs 56, 56,

which operate to hold the upper toggle arms down on the sleeves 39 or40, and the lower toggle arms up against the lower sides of the yokes43and 44. i

Referring to Fi s; 1, 2f, 3 and 4 there is mounted along side of therack bar 35,'in the casing 36, a square shaft '57, provided with aadapted to be engaged by one of the neutralizing toggle arms 50, witheachdepression of the clutch.

member 16,for the purpose of rocking said square shaft 57. Secured tothe rack bar 1 be, shifted in the operation of the selector lever 26.Said finger 60, is movable on said shaft 57 from its neutral position,as shown in Fig. 3, in eitherdirection and to' positions adapted toregister'with the ends of three push rods, 61, 62 and 63, orto registerwith a crank beneath the rack 35, as shown in Figs; 1, 2 and 3. heneither of the push rods '61, 62 or 63, is operated, according to theposition of the operating finger, 60, controlled by the rack 35, itoperates bell crank 61362 01-63, which bell cranks are also connected,respectively, with operating or pull rods 66, 67 and 68, while the rods65, operated by the crank 64:, at its opposite end is provided with anis a shifting yoke 59, shown in Figs. 1, 2. and 3, which engages adownwardly dependslidably mounted on the square moving said on saidshaft to different positions, according to the distance the rack bar 35,may

64, mounted on a rod 65, directly* thus move one of said shafts 37 or38,-asthe the transmission gears which are to be moved into mesh with,each other, in order to facilitate the operation of shifting said gearsinto mesh with each other while they arerunning. Referring nowparticularly to Figs. 1, 10, 12,15 and 16, the synchronizing mechanism-is mounted in the casing 2, and comprises a shaft 75, which extendsthrough a sleeve 76, and is provided at its enlarged end 77, with 'aclutch element 79,, keyed thereto as at 7.8.

The sleeve 7 6, through which said shaft extends, is provided at itsinner end with a bell shaped drum 80, said drum being closed at itsouter end with a driving plate 81, secured thereto around itscircumference in any suit-- able manner. Said driving plate 81, has ahub-like portion 81, on which is mounted a driving gear 82, saidhub-like portion 81,- and said drive gear 82, being supported on a shortshaft 83, in alinement with the shaft 75, and adapted to be lockedthereto, by means of the clutch element 74,. engaging with the 7 clutchelement 79. Said clutch element 74. is

operated by a thrust member 73, with which isconnected an operating yoke71, on the lower end of the rocker lever'71, as clearly shown in Figs.12 and 13, thus making it possible by the operation of said lever 71, toengage the clutch element 74, with the clutch element 79, and therebylocktogether for direct drive, the gear 82', drive plate 81, and theshaft 75. The clutch element 7 4, is normally held out of engagementwith the clutch 'element 79, by means of a coiled spring 84, mountedtherein. It will be noted from Fig. 12, that theelutch element 74, hasbosses 74, 74, which project through openings'in the drive plate 81,,and by, means of which it is moved." 1

The gear 82, as seen more clearly in Fig. 1, meshes with an idler 85,mounted in the casing 2,- which idler meshes with a gear, 86, mounted onthe square shaft 7. Attention is called to the fact that this end of theshaft 7, is connected with the drive shaft of the,

vehicle, and would. therefore, be driven by the movement of the vehicle,and not from the clutch gear ,4, When the clutch element 74, is in itsnormal position, it is turned independently of the clutch element 79, bythe drive plate 81, driven by the gear 82, the bellshaped drum 80, andits sleeve 7 6, turning therewith on the shaft7 5. \Vhen the clutch 74,is shifted into engagement with the element 79, the shaft 75 is driventherewith from the gear 82. Mount'cd'to turn on the sleeve 76, is asleeve 87, provided with a drum 88, which partially overlies thebell-shapeddrum 80. Mounted to turn on the, sleeve 87, is a SlGEWG 89,provided on its ,end with a druln 90. Mounted on the sleeve" 89, is asleeve 91, which lies partially within the drum 90, and is provided witha drum 92. The drums 88,

'90and 92, are substantially of the same diameter, as will be clear fromFig. 12. Keyed to the outer end of the sleeve 76, is a gear 76. -On theouter end of the sleeve 87 ,.is a gear 87 approximately of the samediameter 'as the sleeve itself. On the end of the sleeve 89, is asimilar gear 89, a nd on the sleeve 91,

is another similar gear 91. Mounted on the shaft 75, is a gear 93, towhich is secured a disc 94, provided at diametrically opposite sideswith the bearingpins 95, 95, Fig. 14.

Mounted on the bearing pins 95, 95, is a cluster of gears 96, 97 98 and99. The gear 96, meshes with the gear 7 6", on the end of the sleeve 76.The gear 97, meshes with the gear 87' on the sleeve 87. The gear 98,meshes with the gear 89, on the sleeve 89, and the gear, 99, meshes withthe gear 91, on the sleeve. 91. I

. In order to hold either of the drums 88, 90, or 92, a brake mechanismisprovided for each, clearly shown in end elevation in Fig. 15, and topplan View in Fig. 16, and each comprising a pair of brake levers, 100,100, provided with brake shoes 101, 101, said .n'ake levers beingpivotally connected at their lower ends, as at 102,- 102, and at theirupper ends connected by means of links 103, .103, with; a rocker arm104,,pivoted'inter-. mediate itsends at 105. Said rockerarms' 104, areconnected, respectively, with the pull rods 68, 67 and 66, by means ofturn buckles, as at 106. Thus the operating mechanisms for thebrakeshoes' 101, 101. are connected through the pull rods 66, 67 and 68,and their connections, hereinbefore described, for operation by the pushrods 61,

62 and 63, which are selectively operated by the rod 65, and itsconnections for engaging the clutch elements 74 and 79, as hereinbeforedescribed. y I

I will now describein detail the operation of the synchronizingmechanism, by means other end thereof, are all being driven. So

'gear82, is being driven from the shaft 7, through the gear 86, and theidler 85, which is in mesh with saidgear 82. From the gear 82,thedriveplateSl, the bell-shaped drum 80, with its sleeve 76, and itsgear 7 6, on the lon as none of the drums 88, '90 or 92', are helt lfrom turning, these "drums, and the planetary gear 96, 97 98 and 99, aredriven through the connection of the gear 76, with the gears 96,-on thebearing pins, 95',in the; disc 94, and are free to assume the speed anddirection thus transmitted through said sleeve 76, and its gear 76.

Assuming now that it is desiredtomesh the intermediate speed gears 6 and12, Fig.

8, the selector lever 26, is movedto this position, which movementoperates through the connections from said selector lever 26, to

move the rack bar 35 for the purpose of turning the sleeves 39 and 40,to bring uppermost the lug 39 for engagement with one of the togglecross bars 53. This movement also positions -the operating finger 6O,opposite the push rod 63, through which the brake on drum 88 isapplied. As said clutch lever is now depressed, it first disengages itsclutch C, and then, through the arm 22, operates the toggles 50, 50,which, in turn,*moves the yoke 43 or 44 which is out of neutralposition, into neutral'position for the purpose of moving thetransmission gear then operating into neutral position. Said depressionof the clutch lever also causes one of the toggle arms to engage androck'the finger 58, which operates to rock the shaft 57 and finger 60for the purpose of supplying the brake to .the drum 88. This operates tohold drum 88, together with its sleeve 87, and its gear 87", fromturning.

The toggle arms 50, 50, are provided with pins 50", 50, as shown in Fig.4, which engagethe lower sides of the yokes 43 and 44',

- as said toggles are moved to their uppermost positions, said pinsacting as fulcrums for the purpose of moving the crossbars 51, 51,thereof, out of engagement with the shoulders 43, 43, of said yoke,whereby to permit the upper toggles 52, 52, to be operated in order tomove. the shaft 37 or 38, in shifting the gears selected to be movedinto mesh with each other.

It will be remembered that the vehicle is moving and that the gear 82,drum .80, its

sleeve 76, and its gear 7 6, are being turned by the movement of thevehicle according to the speed of the vehicle. As the gear 87', is

thus heldfrom turning, and the gear 76, is being driven by the movementof the .vehicle, itwill be evident that the gears 96, 97, 98

vehicle being transmitted through small gear 7 6?, and gear 96, and gear97 in mesh with the small gear 87, which-is being held stationary. disc94 to the gear 93, driven therewith and then to the idler gear 107, inmesh. with the clutch gear 4, shown in Fig. 1. As the clutch is out ofengagement, the clutch gear 4, is driven thereby, and drives gear 11" onthe counter shaft 11, and the gear 12, with which it is desired'to movethe gear 6 into mesh. It will be remembered that gear 6 axed the shaft 7are being driven by the movement of the vehicle. The gear 12 has beengiven a .and 99, which turn as a unit, will be driven This speedis'transmitted from the i pitch line velocity, substantially the sameas.

gear. 6, so thatas the clutch lever returns, and thextoggles 52, 52,operate the gear "shifting shaft 37, in a manner hereinbefore described,said gear 6 will be moved into mesh with gear 12, and the intermediatedriving be ehgaged by the cross bar..53, on the toggle arm 52, as shownin Fig. 1. Said lug not seen on this figure, but is seen in Fig. 10*.The finger 60 is also moved by the movement of said rack bar 35, to aposition opposite the crank 64, for rocking shaft 65.

When the clutch lever 16 is depressed, the

gears which are in mesh are disconnected by the operation of the togglearms 50,. 50, and

the finger 58 on the shaft 57 is rocked, which operates to move thefinger 60 for the purpose of rocking'shaft 65, for engaging the clutchelements 74 and 79, as will be clear from Figs..,-7 and 12, thus. makinga direct drive from the movement of the vehicle through the gear 82, theclutch members 74 and 79, and the drive shaft75, to the gear 93, andthence to the clutch gear 4, with which the internal gear 5, isto bemoved into mesh. This is easily accomplished for the reason that theshaft 7, and the gear 5, and also clutch 4; are being driven atsubstantially the same speed. It is apparent that a considerablemultiplication of leverage is gained by the lever and link or togglemechanism for effecting tight frictional en agement of the synchronizingfriction mem ers. The other gear shifts are accomplished in the samemanner, and while it is even possible to throw the reverse gears intomesh with each other While the vehicle is traveling forwardly, it isevident, of course, that great care must be exercised, and the clutchbeallowed to move very gradually into engagement, which will thenoperate as a brake in bringing the machine to a stop and immediateyreversing the direction of travel without further change.

It will be understood, of course, when the reverse drive is desired, theselector lever 26 is moved as before described and the mechanismsoperated so as to hold drum 92 from turning. It will be also understoodthat inits sleeve 76, and is, therefore, driving the cluster of gears,96, 97, 98 and 99. The gear 99 is in mesh. with gear 91, which is beingheld with the drum 92. Because of the relative sizes of gear 91 and gear99, in mesh with each other, and of gears 96 and 7 6, also in mesh witheach other, Figs. 12 and 14, it will be seen that gear 76, is drivinggears 96 and 99, together around the pin 95, and because of the factthat gear 99 is in mesh with the large gear 91, which is being held withthe drum 92, gear 99, together with its pin 95, must necessarily movearound said gear 91", and carry with it the pin 95, the disc 94, andgear 93, around the axis of the shaft 75, in a direction opposite tothat of the gear 76". It will, therefore, be seen that the drive fromsaid gear 93, through the idler 107, to the clutch gear 4, will drivesaid clutch gear 4, in a direction opposite to that of the drive shaft7, on which is mounted sliding gear 9, which must be moved into meshwith the reverse idler, 15, in mesh with gear 14, on counter shaft 11.Said idler gear 15, is,

therefore," given a direction and speed -of' travel from the clutchgear, 4, which corresponds to that of gear 9, being driven by themovement of the vehicle and gear 9 can be readily moved into mesh withsaid idler. If the clutch is ver carefully allowed to engage, itgradually rings the clutch gear, 4,- to a stop and immediately reversesthe direction thereof, thereby reversing the direction of travel of thevehicle. I I

It will be appreciated that suificientytime must be provided after thegears have been moved into neutral position by, the forward movementofthe operating pedal to allow for the proper synchronizing of the gearsbe.- fOlBIDOVGuiB'lt of the gears into mesh by the return movement theoperating pedal. In

other words the movement of the operating to the desired position.

member must be retarded or stopped a 'sufficient length of time to allowthe synchronizing to be accomplished. Ordinarily only a very. short timeis taken to accomplish this but means should be provided so as tomechanically provide the retarding or stoppingaction so that it will notbe entirely left to the judgment of the operator of the vehicle. Theadvantages in providing such a mechanical retarding or stopping actionof the operating lever in connection with a synchronizing device will bereadily appreciated by those experienced in driving motor vehicles overthe well known form of gearshift where it is left entirely to thejudgment of the operator to bring, as'near as possble, the gears to thesame speed before movement into meshing position. Assuming that .thevehicle is in operation and it is desired to shift gears thepreselecting lever 26 is-moved The clutch pedal 16 is then depressed ormoved forward and in this forward or depressing movement it firstreleases the clutch, then shifts the gears into neutral position, andthen sets the synchronizing mechanism into operation.

WVhen the pedal reaches its forwardmost osition it is stopped orretarded temporarily,

and during said stopping or retarding the gears are held in neutralposition and the synchronizingmechanism is in operation. As

long as the pedal is held in said forwardmost position the gears willremain in neutral, the synchronizing mechanism will be in operation, andthere will be a suflicient lapse of time or retardation to allow thegears to be properly synchronized before the pedal starts on itsrearwardmovement to mesh the gears and to re-engage the clutch. It willthus be seen that on each operation of the pedal to release the clutchand shift the gears there will be some lapse of time to allow forsynchronization and although there might be a quick movement of thepedal first forward and then rearward there will nevertheless ordinarilybe sufficient time for the synchronizing to take place. Of course, whentraveling at higher rates of speed it may sometimes be found necessaryto allow for alonger lapse of time for the synchronizing and this can beaccomplished by the operator holding the pedal in depressed positionsomewhat longer but no matter-how long he holds the pedal in suchdepressed or forwardmost position the gears will be held in synchronismso that when movement takes place to mesh them there will be no gearclash. I have provided, as will be seen, mechanical means for providingthis lapse of time when the gears are held in neutral position to allowfor proper synchronizing. It can be seen that by providing pedal will belimited by themovement of the movement of the operating element to allowfor the time for synchronizing. The downward or forward movement of theoperating rod 45 as shown or in other suitable manner.

, While, in my drawings, I have shown the use of a clutch pedal forshifting the gears and setting the synchronizing mechanism intooperation it will be understood that no matter what type of gearshifting mechanism vor device is used in connection with a synchronlzerthere must be a suflicient lapse-of time; while the gears are inneutral, to allow the proper synchronization to take place. 7

While I have shown and described one practical embodiment of myinvention, I am aware that changescan be made in the gen eralarrangements of'the various mechanisms shown in cooperating combinationwith each other, and that many changes can be made in the details ofconstruction and arrangement of parts, without departing from the spiritof my invention, and I do not, therefore, limit my invention to thedetails, or the particular arrangement shown and described, exceptas'Imay be limited by the hereto appended claims. For example I will employin some of the claims the general term lever and link mechanismassociated with certain direction and for successively shifting of theparts to be operated, meaning thereby to embrace the pedal or the likeand any suitable mechanical operating connect-ion between the same andthe related parts .as distinguished, for instance, from simple wiring.mesh, means for selecting the gears to be meshed, and independent meansfor successively releasing the clutch, shifting the gears andsynchronizing the speed of the gears by a movement of the operatingelement in one the the the gears and engaging 'the clutch upon movementof the operating element in opposite direction.

3. The combination with the'fshiftable gears of a power transmissionmechanism, a

'clutch and a clutch operating pedal, of a mechanically operatedsynchronizing mechanism adapted to synchronize the speedsof the gears tobe shifted into mesh with each other, said synchronizing mechanism beingautomatically controlled and set into action.

bythe depression of the .clutch pedal, and

means connected with said clutch pedal for automatically shifting thesynchronized gears into mesh with each other as, said pedal 7 returnsafter being depressed. I

4. The combination. with the shift'able gears of a power transmissionmechanism, a.

clutch and a clutch pedal, of a pre-s'ele'cting mechanism fordetermining the gears to be shifted into mesh with each oth'er,-. amechanically operated synchronizing mechanism adapted to synchronize thespeeds of the. gears to be shifted into mesh with each other, meanscontrolled automatically bysaid clutch pedal for setting saidsynchronizing mechanism into operation on thev gears preselected, saidmechanism being set into operation by the depressionof said clutchpedal, and means connectedwith and operated by said clutch pedal'forshifting the pre-selectedand synchronized gears into mesh with eachother as said c-lutch pedal returns to its raised position,substantially asdescribed.

5. In combination, a clutch mechanism, a transmission mechanismincluding gears adapted to be meshed, a synchronizing mechanism forsynchronizing the speeds of the gears, a pre-selectormechanism forselecting the gears to be meshed, a gear shifting mechanism, and meansfor operating said gear shiftingmechanism and causing said synchronizingmechanism to operate.

6. In combination, gears of varyin sizes with each other, asynchronizing mechanism for s chromzlng the speed of the gears seadaptedto be moved into and out o mesh loo . lecte a gear shifting mechanismand a preselecting mechanism common to said synchronizing mechanism andsaid gear shifting mechanism.v 7. In combination, gears of varying sizesadapted to'b'e moved into and out of mesh with each other,a pre-selectormechanism for selecting the gears to be moved together, a synchronizingmechanism for synchronizing the speeds of the gears selected, and gearshifting mechanismadapted for shifting said gears and causing theoperation of said synchronizing mechanism. y

8. In combination, clutch mechanism, a transmission including gears tobe meshed, gear shifting mechanism, gear'synchronizin mechanismforsynchronizing the speeds 0% the gears to be meshed, andmanuallyoperable lever and link mechanism common to all for operating saidclutch mechanism, said III gear shifting mechanism, and for causing theoperation of said gear synchronizing mecham'sm.

9. transmission including gears to be meshed,

gear shifting mechanism, gear selecting mechanism for selecting the.gears to be meshed and means for operating the same,

In combination, clutch mechanism, a

otheras said lever'moves in the gear'synchronizing mechanism forsynchronizing the speeds of the gears to be meshed and manually Operablelever and link mechanism common to said clutch mechanism, said gearshifting mechanism and said gear synchronizing mechanism for operatingand causing their. operation in proper sequence.

10. In combination, a drivin element, a driven element, gears thereon aaptedto be moved into and out of mesh with each other, means .forcoordinating the speeds of said gears before they are moved intomesh'with eacho'th'er, an "operating lever for moving said-gears out ofmesh with each other, operatingconnctions from said lever for caus- Iing the operation of the means for coordinatingitke speeds of said gearsas said lever is' m'oredinone direction and operating connectionsffr'omsaidlever for automatically moving the coordinated gears into mesh witheach opposite direction.

11 1. In combination, a driving element, a driven element; gears thereonadapted to be moved into" and out of mesh with each other,

an operating lever for moving said gears, means for coordinating thespeeds of the gears to be moved into mesh with each other, said meansbeing set in operation by the movement of said lever in one direction todisengage gears in mesh with each other, and means whereby the movementof said lever in the opposite direction operates to move gears whosespeeds have been coordinated into mesh with each other, substantially asdescribed.

12. In combination, a driving element, a driven element, gears on saidelements adapted to be moved into and out of mesh with each other, an.operating lever for moving said gears, operating connections whereby het "of said lever in one direction dis ears already in mesh with eachotheig -means for coordinating the speeds of gears to be moved intolnesh with each other, means for previously selecting said gears, saidcoordinating means being set into operation by movement of said lever todisengage gears in mesh with each other, and operating connections withsaid lever for automatically ,moving the coordinated gears into meshwith each other as said lever is moved in the opposite direction,substantially as described. 13.1'In'an automobile, in combination withthe transmission gears and chitch pedal thereof, a gear synchronizingmechanism adapted to be automatically controlled from said clutch pedalwhen the pedal is operated in one direction, and operating connectionsfrom said clutch. pedal for-automatically shifting the gears whosespeeds have been synchronized into mesh with each other with themovement of said clutch pedal in the opposite direction. 14. In anautomobile, in combination with the transmission gears and clutch pedalthereof, a synchronizing mechanism adapted to be automaticallycontrolled from said clutch pedal for s nchronizingthe speeds of gearsto be move into mesh with each other, a preselecting mechanism common tosaid gears and said synchronizing mechanism for previously selecting thegears to be synchronized and moved, and operating connections from saidclutch pedal for automatically shifting the gears whose speeds have beensynchronized into mesh with each other with the return movement of saidclutch pedal.

15. In an automobile, in combination with the clutch, clutch pedal,transmission gears and driving connections to the rear axle of saidautomobile, of a gear synchroninzing mechanism and meanscontrolled fromthe clutch pedal during the clutch releasing movementfor operating saids nchronizing mechanism from said rear ax e for synchronizing the speedsof the gears to be moved into mesh 7 by said clutch pedal forautomatically moving said synchronized gears into mesh with each other.1

16. Ina motor vehicle, the combination with the clutch mechanism andclutch pedal for operating the same, and transmission gears, of a gearselecting mechanism, means for operating the. same, gear synchronizingmechanism adapted to be operated by the movement of the vehicle, andoperating connections from said clutch pedal for successivelydisengaging the clutch and the transmission gears already in mesh whensaid pedal is depressed and for causing the gear synchronizing mechanismto operate, and connections for moving the selected gears into mesh witheach other and again engaging said clutch when said clutch pedal isreturned to its normal position, substantially as described.

17. In a device of the character referred to, a plurality of gearsadapted to be moved into and'out of mesh with each other, a mechanicallyoperated synchronizing mechanism for automatically synchronizing thespeeds of the gears to be moved into mesh with each other, whereb tofacilitate their intermeshing, means or moving said gears out of meshwith each other, said means causing the operation of said synchronizingmechanism during its initial movement, and means whereby the returnmovement of said gear moving means operates to automatically move intomesh with each other the gears whose speeds have been synchronized. v a

18. In combination with gears to be shifted, shifting members. to movetherewith, connec- "tions therefrom to said gears, and means for movingsaid shifting members in oppositesaid toggles for operating .them inopposite directions. 'I

' 19. In combination with gears mounted to be shifted,"shiftingmembersto move therewith, connections therefrom to said gears, a

clutch pedal, an operating member connected to be operated by saidclutch pedal,upper and lower sets of toggles connected at their endstosaid operating'member and at theiropposite ends to sa'idshiftingmembers, whereby to be operated lll'OPPOSlllG directions on saidshifting members, substantially as described.

20. In combination with gear shifting, parallel bars, means for shiftingsaid bars in opposite directions comprising a set of toggle'members'above the same and a set'of' eration of said lever in oppositedirections operates said shifting elements, substantially as described.

22. In a device of the character referred to, gears adapted to be movedinto and out of mesh with each other, means for synchronizing the speedsof saidgear's, shiftin elements adapted to be moved in oppositedirections, connections therefrom to said gears, toggleelements-connected with said shifting elements for moving the same, anoperating lever, and operating connections from said lever to saidtoggle elements for operating the same, said operating leverfunctioning'to move ge'ars out of mesh'as it is moved in one direction.and functloningto move thegears whose speeds have been synchronizedinto mesh with each other as it is moved in the opposite direction,substantially as described. -23. A transmission gearing comprising powergears, means for synchronizing the power gears to intermeshableperipheral speed, a common operating lever for controlling both thepower gears and the synchronizing means, means for operating thesynchronizing means during initial movement of the operating lever, theoperating lever being ineffective to move the power cars from neutralposition during synchronizing, and means for producing engagement of thegears upon additional movement of the lever.

24. A transmission gearin comprising power gears, means for sync ronizinthe power gears 1 to intermeshable- -.;peri her'al speed, a commonoperating lever for conerating the synchronizing means during initialmovement of the operating lever, the op erating lever being ineflective'to move the power gears from neutral position during synchronizing,andmeans for selectively producing engagement of the :gears upon addi-.

tional' movement of the lever.

25. A transmission gearing comprising main driven shaft gears and maincountershaft gears, means for synchronizing the peripheral speeds of anyselected gear on the main countershaft to substantially the speed of thecorresponding gear on the main drivenshaft, said synchronizing meansincluding earin in continuous en a in relation with the mainco'untershaft, gearing in continuous driving relation with the maindriven shaft, and clutch means adapted to connect said t'countershaftand said main driven shaft through said gearin 26. A transmissioncomprising a plurality of power transmission members, some of saidmembers being shiftable, means "for synchronizing theengaging portionsof said members before they are connected, a com mon operating lever forthe power-transmission members and the synchronizing means, and meansassociated with the lever whereby said synchronizing means is caused tooperate prior to the lever becoming effective tomove the shiftablemembers into en- .gagement,said last mentioned means permitting theshiftable members to remain at rest until the synchronizing means isoperated. a

Y 27. A power vtransmission including a driving element, adriven.element, power transmission members. mounted on said elements, operatingmeans for moving certain of the members-for establishing the drivingrelation between the elements, means for synchronizing the members tointermeshable speed, and means in thepath of movement of the-operatingmeans adapted toindicate to the operator the place of lull toallow forthe proper synchronizing prior to the members assuming the drivingrelation.

28. A power transmission including a driving element, a driven element,power transmission members mounted on said elements, means for movingcertain of the members for establishing a driving relation'between theelements, means for synchronizing the members to intermeshable speed,and means for-offering an appreciable impedance to the operation of themovinglneans after the synchronizing means isfin effective operation'sothat suflicient time may be allowed successive movements of theoperating means in opposite directions, and means for retarding t emovement of the operating means, after the synchronizing means is inoperation. I

30. A ower transmission including adrivin e ement, a driven element,power transmlssion members mountedon said elements, means for movingcertain of the members for establishing a driving relation between theelements, means for synchronizing the members to intermeshable ispeeds,and

,means for retarding the operation of themoving means, after thesynchronizing means is in operation, to allow for the propersynchronizing prior to the members assuming the driving relation.

31. A ower transmission including a driving e ement, a driven element,power transmission members mounted on the said elements, means formoving certain of the members for establishing a driving relationbetween the elements, means for synchronizing the members tointermeshable speeds, said synchronizing means being set into operationby the movin means for the transmission members, an means for retardingthe operation ofithe moving means afterthe s nchroni'zingmeans has beenset into opera; tion to allow for proper synchronizing prior to themembers assuming the driving relation.

32. A power transmission gearing including gears to bemeshed, one ofwhich is shiftable relative to the other, means for synchronizing thespeeds of the gears, actuating means for operating the synchronizingmeans and shiftable gear, and means associated with said actuating meansallowing operation of the synchronizing means without movement of theshiftable gear.

33. A power-transmission gearing including gears to be meshed, one ofwhich is shiftable relative to the other, means for synchronizing the,speeds of the gears, actuating means for operating the synchronizingmeans, actuatlng means for the shiftable gear, and means whereby thesynchronizing actuatingineans is operated in advance of the actuation ofthe shiftable ear.

' 34. A transmission gearing including gears adapted to be meshed, oneof which is movable relative to the other, and synchronizing means forsinchronizing the speeds of the gears, a mova le member for operatin theshiftable gear, actuating means adapted to move the movable member, andmeans adapted to allow -a limited relative movement between said movablememberand the actuating vmeans therefor.

35. A 'ower'transm-ission gearing includ ing a shi ble element,synchronizing means 7 for the gearing,-me a,ns for actuating the shift-I able element and synchronizing means, and

means permitting lost motion in the actuating means whereby thesynchronizing means may be actuated prior' to actuation of the shiftablemember from neutral position, said last mentioned means allowing theshit'table element to return to neutral position without lost motion.

36. A power transmission gearing including a shift-able element,synchronizing means for the earing, common means for actuating theshiftable element and synchronizing. means, and means associated withthe actuating means whereby-the synchronizing means is held in operationuntil the gearing approaches operative position.

37. A transmission gearing including shiftable gears, means for snchronizing the gears to intermeshable spee s, a lever means associatedwith the lever, to shift the ears into neutral position and set theSYIICTII'OIllZlDg means in operation in one movement and in anadditional movement to shift the gears into operable position, and astop arranged to function between the two movements of the lever.

. 38. A transmission gearing including shiftable gears, means forsynchronizing the gears to intermeshable speeds, a'lever, means.associatediwith theilever, tosuccessively shift the gears into neutralposition and set the synchronizing means in operation in one movementand in an additional movement to successively shift the gears intooperable position and release the synchronizing means, and retardingmeans provided to retard the movement of the lever after engaging thesynchronizer. v

39. A transmission gearing including shiftable gears, means forsynchronizing the gears to intermeshable speeds, a lever, meansassociated with the lever, to shift the gears into neutral position andset the synchronizing means into operation in one movement and in areverse movement to shift the gears into operable position and torelease the syn-' chronlzin means, and means to positively stop the rstmovement of the lever prior to its reverse movement.

40. In a power transmission having a clutch, a clutch operatingelement,"and transmission gears, means for successively releasing theclutch, shifting the gears and synchronizing the gears to intermeshablespeeds during the movement of the operating element from it normalposition, means for stopping the movement of the operating element afterthe synchronizing means has been set into operation, and means forsuccessivel shifting the gears and engaging the clutch durin themovement of the operating element in returning to its normal position.

41. A ower transmission gearing including a shiftable element andsynchronizing means, means for actuating the shiftable ele: ment toplace the gearing in driving relation, means for actuating thesynchronizing means,

lln

l lit) of said elements being shiftabl'e relative to and meansassociated with said shiftable'element actuating means for retarding themovement thereof after the synchronizing means is in operation and priorto the gearing as suming a driving relationJ 42. In a transmissiongearing, the combination with a. clutch, gear shifting mechanism andgear synchronizing mechanism, of actuating means common to the clutchand gear shifting mechanism to cause the operation of the synchronizingmechanism.

43. In a power transmission gearing the combination with a clutch, gearshifting mechanism, and gear synchronizing mechanism, gear selectingmechanism, and operatin means common to the clutch and gear shiftingmechanism tocause the synchronizing mechanism to operate.

44'. A power transmission including a clutch and power transmissionelements, one

the other, means for synchronizing the speeds of the elements and commonmeans for operother, a synchronizing mechanism for the disconnectingating the clutch, shifting the shiftableelements and controlling theoperation ofthe synchronizing means.

45. A power transmission including clutch mechanism andpowertransmission elements, one of said elements being shiftablerelative to the other, means for synchronizing the speeds of theelements, means for operating said clutch mechanism, and means connectedwith the clutch operating mechanism and functioning on the operation ofthe same for shiftingthe shiftable element and controlling thesynchronizing means.

46. A- power transmission mechanism 1ncludm .a pair of shafts, meansassociated with t e shafts adapted to establish a drive therebetween,manually operable means for connecting and disconnectlng saiddr1ve,'synchronizing means for establishing the desired speed relationbetween the shafts beIore they are placed in driving relation, and meansassociated with the mechanism to cause at least a momentary pause in theoperation 48. In combination with gears adapted to bemoved into and outof mesh with each gears to be meshed, said mechanism. includlng aclutch,an epicyclic gear train, and

to coordinate thespe ds of the gears to be moved into mesh.

- 49. A power transmission including-clutch mechanism and powertransmission gearing elements, one of said elements being shiftablerelative to the other, means for shifting the shiftable element, meansfor synchroniz- -1ng the speeds of the elements,"means for operatingsaid clutch mechanism, means operatively associated with the clutchoperating means whereby the clutch operating means controls thesynchronizing means, and means formed and adapted to normally compel amomentary retardation in the operameans operableby the clutch forholding certain of the gears of the epicyclic gear train tion to insurea synchronizing interval prior to operating engagement of the gparingele ments.

50. -A power transmission mechanism ineluding a pair of main shafts,gears'on said shafts adapted to establish a drive between the shafts,means including a control lever for connecting and disconnecting saiddrive, and synchronizing means for establishing the desired speedrelation between the main shafts before they are placed in drivingrelation, said I synchronizing means comprising a conical member, amember normally freely rotatable relative to the conical member, partsof the mechanism being formed and arranged to .constitute'leveragemultiplying. means to produce engagement between theconical member andthe normally freely rotatable member during the syn hronizing period.

51.. The com ination' with a power trans mission including a pair ofshafts, gears on said shafts adapted to establish a drive between theshafts, means for connecting and disconnecting said drive, ofsynchronizing means adapted to establish the desired speed relationbetween the main shafts before they are placed in driving relation, saidsynchronizlng means comprising a. conical member, a member normallyfreely rotatable relative to said conical member, and means for movingone of the members longitudinally relative to the other to produceengagement and disengagement of the members.

52. The combination with a power trans 'IIIISSIOII lncluding gearsadapted to be moved into and out of mesh with each other, of means forsynchronizing the speeds of the gearsto be moved into mesh, saidsynchronizing means including a conical member, a member normally-freelyrotatable relative to the conical member, means to produce engagementbetween the conical member and the normally freely rotatable member,means for moving the preselected gears into mesh, and preselector meanscommon to both the gear moving means and synchronizing means.

53. In a gear transmission mechanism, 1n

combination with gears to be shifted into and out of mesh with eachother and a lever for shifting them, of a preselecting device for leverwith connections for moving said memmoved by prising drive and drivenmembers,

bers, a synchronizing device for synchronizing the speeds of theselected ears, connections from the selector lever or selectivelysetting the synchronizingldevice to act on the selected gears, said syncronizing device including a longitudinally adjustable member theselector lever, clutch means operable b said longitudinallyadjustablemember, an connections from the lever for moving said gears foroperating said adjustable member and its connections tooperate theclutch means of the synchronizing device. 54. A power transmissiongearing including an operating lever,'a shiftable element andsynchronizing means, devices for operating the synchronizing means, amovable member for operating the shiftable element, and common meansoperable by the operating lever for. actuatin the operating devices andthe movable mem er. '55. Power transmission mechanism comelementoperatively associated with said members for establishing a drivingrelation therebetween, synchromzin means including a pair of coactingconica friction elements for establishing the desired speed relationbetween said members before said driving relation is established, adriving connection between one of said friction elements and one of themembers,

said driving connection being independent nizing means and shifting theshiftable element.

56. A transmission including intermeshable power gears, one of which isshift-able relative to the other, means for s chronizing the speeds ofthe gears before t ey are meshed, a rocker arm, means engageable withthe rocker arm for operating the synchronizing means, and common meansfor operating the rocker arm to operate the synchronizing means and forshifting the shiftable gear 57. Inv a iflower transmission gearingincluding shi able means and synchronizing means, and means foroperating the shifta shiftable of the shiftable element, and ioineansfor effecting operation of the synchrormoo able' means and efiectingsynchronization, said last mentioned means including a slidable' shifterrod, means connected to the shifter rod for operating the shiftablemeans, and a member mounted on a horizontal axis for swingin movementand adapted for operation by the shifter rod for operating thesynchronizing means, a portion of the swinging member spaced from itshorizontal axis engaging the synchronizing means.

59. A power transmission including a driving element, a driven element,power transmission members mounted on said elements, means forestablishing driving relation between certain of the elements means forsynchronizing the members to intermeshable s eed, and means for ofleringan apprecia le impedance to the operation of the movin means afterthesynchronizing means is in e ective operation so that sufiicient timemay be allowed for the proper synchronizing prior to the membersassuming the driving relation.

'60. A transmission gearing including shiftable gears, means forsynchronizing the gears to intermeshable speeds, a lever, meansassociated with the lever to shift the gears into neutral position andset the synchronizing means in operation in one movement and manadditional movement to shift the gears into operable position, and meansfor eifecting a moment of reluctance between the two 7 movements of thelever.

61. In a power transmission, a pair of a main shafts, means associatedwith the shafts adapted to establish a drive therebetween, manuallyoperable-means for connecting and disconnecting said drive,synchronizing means for establishing the desired speed rel ation betweenthe main shafts before they are placed in driving relation, andresisting means associated with the component parts of the mechanism todefinitely indicate to the operator when the synchronizing means is ineffective operation whereby suflicient time may beallowed for the propersynchronizing prior to theme nbers assuming the drivin relation.

62. n a power transmission, a pair of main shafts, means associated withthe shafts adapted to establish manually operable means for connectingand disconnecting said drive, synchronizing meansfor establishing thedesired speed rela-' tion between the main shafts before they are placed-in driving relation, and means associated with the component parts ofthe mechanism to definitely indicate to the operator when thesynchronizin means is in effective operation whereby su cient time maybe allowed for the proper synchronizing prior to the members assumingthe driving relation.

63. In a power transmission mechanism including members adapted forengageimnt with and from one another, an operating a drive therebetween,Y

A lever for connecting and disconnecting the lever drive between saidmembers, s nchromzing means en ageable frictionally or establishing thed eslred s eed relation between the members before eyare connected, 9.rocking member adapted to be rocked by said for efiectingtightfriction'al engage ment of the synchronizing means, and means forcausing a momentary reluctfince to avert.

premature contact of the driving members.

64. In a power transmission mechanism including members adalpted forengagement with and from one another, an operating 'lever for connectingand disconnecting the signature.

' A. THOMPSON.

